Air-brake attachment.



7 UNITED STATES fl atented September 29, 1903.

PATENT OFFICE.

FELIPE BENICIO OBANNON AND FRANK JOSEPH CHAMBERLAIN, ALBU- QUERQUE, TERRITORY OF NEW MEXICO, ASSIGNORS OF ONE-THIRD TO GEORGE E. LEWIS, OF ALBUQUERQUE, TERRITORY OF NEW MEXICO; SAID CHAMBERLAIN ASSIGNOR OF HIS REMAINING ONE-THIRD TO SAID OBANNON.

AIR-BRAKE ATTACHMENT.

SPECIFICATION forming part of Letters Patent No. 740,306, dated September 29, 1903. Application filed October 11,1902. fierial No- 126,939. (No model.)

To all whom i2; may concern:

Be it known that we, FELIPE BENICIO 5 dents of Albuquerque, in the county of Ber nalillo and Territory of New Mexico, have'invented a new and Improved Air Brake Attachment, of which the following is a full, clear, and exact description.

The prime object'of this invention is to enable the auxiliary reservoirs 'in an air-brake system to be recharged without releasing the brakes and to enable this operation to be ef fected quickly and conveniently by the engineer in-his cab, thus placing the absolute control of the air-brake system in the hands of the engineer. We attain thisen'd by providing a cook or other means for controlling the exhaust from the triple valve and by providing for the cock an actuating means itself actuated by the pressure in the train-pipe. By this arrangement the triple valve may be permitted to exhaust or'prevented from exhausting into the atmosphere at the will of the engineer, who effects. the desired result by rais ing or lowering the train-pipe pressure, as may be required.

This specification is an exactdescription of one example of our invention, while the claims define the actual scope thereof.

Reference is to be had to the accompanying drawing, forming a part of this specification, in which the figure represents a sectional elevation of the invention.

11 indicates a pipe in communication with the train-pipe of the brake system, so as to contain at all times the pressure of the trainpipe. 7 I

3) indicates a pipe communicating with the triple-valve exhaust, and through which pipe the air from the triple exhaust passes, and 0 indicates a cock controlling the communication of the pipe I) withthe atmosphere and operated by astep-by-step rotation in one direction, as will be hereinafter fully set forth.

(1 indicates the usual or any preferred form of pressure-retaining device which communicates with the pipe 1) and is employed as will be hereinafter explained.

- e indicates a cylinder with which the pipe a, communicates and in which works a piston is. Said cylinder has at its upper portion a by-pass port e which when the piston is in itsupper or outer position, as the drawing 'shows,enables the pressure from the cylinder :2 to pass into a reservoir f, located above and communicating directly with the cylinder (2.

6 indicates a stop-pin for regulating the downward or inward movement of the piston e. The upper end of the reservoirf has an opening f, through which passes loosely the rod 6 of the piston e. On said rod, within the reservoir f, is a collar 6 and e indicates a gasket which bears on this collar and which when the piston e is in .its uppermost position is pressed by the collar 6 against the walls of the reservoir fithus hermetically closing the openingf'. When, however, the gasket is in lowered position, said opening permits the pressure within the reservoir f to leak out into the atmosphere.

g indicates a ratchet-wheel which is fast to the stem 0' of the cook a.

g indicates a'dog for preventing back movement of the ratchet-wheel, and 9 indicates a pawl which works with the ratchet-wheel to impart thereto a step-by-step movement in one direction only. The-stems of the cock 0 is mounted in a bracket or pedestal hof any desired form and supported, preferably, on the reservoir f. Said stem 0' carries a thumb-piece 0 which facilitates the manual turning of the stem. The upper end of the bracket 71 guides the upper end of the pistonrod 8 and the pawl g is connected with the piston-rod e by means of an arm g and setscrew 9 which arrangement permits the adjustment of the pawl to any position desired with respect to the ratchet-wheel. Downward movement of the piston e will cause the pawl g to impart a certain movement to the ratchet-wheel g, and upward movement of the piston will-cause the pawl to recover its position on the ratchet, but will not impart any movement thereto.

When the parts are in the position shown in the drawing, the pressure from the trainpipe will be communicated by the branch a its to the cylinder 6 and will extend through the by-pass 6 into the reser-voirf. The piston a will keep the gasket a closed over the orifice f and leakage from the reservoirf will be prevented. When the brakes are to be applied, the reduction of the train-pipe pressure necessary to this end causes a reduction of the pressure in the cylinder 6 below the piston e. The pressure of the reservoirf acting on top of the piston e then causes the piston to move down, and the stem of the cock 0 is turned, so as to close the communication of the pipe I) with the atmosphere. Previously when the train is started from the terminal station the cock 0 should have been manually adjusted, so that the communication of the pipe I) with the atmosphere would be unrestrained. The brakes being then applied, the pressure in the train-pipe may then be raised to recharge the auxiliary reservoir; but reduction of pressure in the brake-cylinders will be prevented owing to the fact that the pressure from the triple exhaust cannot pass to the atmosphere, the cock 0 being closed. When the pressure in the train-pipe is raised, the piston e is returned to the position shown in the drawing and the pawl g is moved to recover its operative position. The parts are then returned to and held at the position shown in the drawing by and during the work of recharging the auxiliary reservoirs. This having been done, at any time that the engineer desires to release the brakes it is only necessary to effect a slight reduction in the train-pipe pressure, which will cause asecond descent of the piston e and a second operation of the stem 0 of the cock 0, thus opening the cock to the atmosphere. The pressure from the triple exhaust may then pass into the atmosphere, and the brakes will be released. Upon reestablishing the pressure in the train-pipe the piston 6 will return to its raised position, and the pawl will then be ready for a second operation, the cock 0 remaining in open position.

- The pressure-retainer dis not immediately concerned with our invention. It may or may not be used, as desired. It is ordinarily employed in air-brake systems, and if for any reason it is desired to employ it to the exclusion of the cock 0 and its appurtenant parts (assuming that the brake system be fitted with both devices) the pawl 9 may be thrown back out of engagement with the ratchet g and the cock '0 left in open position. The

brake system will then operate exactly they same as ordinarily, although if a train should be made up of cars some of which are equipped with our improvement and others not so equipped and if the train crew should elect not to employ our attachment it may be cut out of operation by merely throwing the pawl g to inactive position and adjusting the cock .out departing from the spirit of our invention. Hence we consider ourselves entitled to all forms of the invention as may lie within the intent of our claims.

Having thus described our invention, we claim as new and desire to secure by Letters Patent 1. In an air-brake system, the combination with the triple-exhaust connection and the train-line, of means controlling communication between the triple exhaust and the atmosphere, and operating means therefor, said operating means comprising a cylinder having a by-pass and a piston in the cylinder, one end ofsaid cylinder being in communication with the train-line and the other end having commmunication with the atmosphere, and means acting in unison with the piston to control said atmospheric com munication.

2. In an air-brake system, the combination with the triple-exhaust connection and the train-line, of means controlling communication between the triple exhaust and the atmosphere, an operating means therefor, said operating means comprising a cylinder having a by-pass and a piston in the cylinder, one end of said cylinder being in communication with the train-line, the other end of the cylinder having a vent-opening into the atmosphere, and a means in connection with the piston and movable toward and from said opening to cover and uncover the same.

3. In an air-brake system, the combination with the triple-exhaust connection and the train-line, of means controlling communication between the triple exhaust and the atmosphere, a cylinder having a by-pass therein, saidcylinder communicating at one end with the train-line and having a vent-opening in the other end portion, a piston working in the cylinder, a rod attached to the piston, connections between the rod and the said means for controlling the communication between the triple exhaust and the atmosphere, and a means attached to the piston-rod and movable therewith toward and from the said vent-opening in the cylinder, to cover and un- 

